2. Contact Info

3. Dealer Selection

Fiat Powertrain engineer Constantinos Vafidis knows all about Ford‘s PowerShift woes in the USA. And he believes his company’s new double-clutch transmission, just introduced in the Alfa Romeo Giulietta in Europe and destined for the 40-mpg version of the closely related Dodge Dart, will awe rather than annoy Americans. Like Ford’s unit, the Fiat Powertrain-designed and -manufactured six-speed is equipped with a pair of dry clutches. But much engineering effort has gone into tuning it for smooth launches and shockless shifting.

“Americans drive digitally,” Vafidis says. They habitually floor the accelerator and often only ease pedal pressure when it’s time to hit the brakes. They’re also accustomed to the strong launch acceleration that’s a result of the torque multiplication through a conventional auto’s torque convertor, and its built-in ability to absorb shift-shock. Providing exactly the same feel with a dual clutch is impossible, as the clutches can’t multiply input torque, Vafidis explains. Only with careful calibration is it possible to make a dual clutch energetic and refined enough to satisfy American tastes.

The new TCT (it stands for “twin-clutch transmission”) version of the 168-hp Giulietta 1.4 Turbo MultiAir isn’t quite perfect. But its shortcomings appear to be easily fixable. At Fiat’s big Balocco Proving Ground outside Turin, the long-awaited two-pedal version of the Alfa coped well with fast and slow laps, timid and aggressive driving styles, and almost everything in between. As a preview of next year’s Giulietta-based Dodge Dart, which will have an American-made version of the 1.4 Turbo MultiAir with a slightly lower power rating of 160 hp but exactly the same Italian-made transmission, it was quite impressive.

Wide-open throttle launches were smooth and decisive, if lacking the initial lunge provided by a torque convertor auto. On-the-move shifts were mostly well-timed and well-made. Those used to torque convertors won’t have too much to complain about with the TCT.

The Giulietta driver has two ways to influence the TCT’s behavior. One is Alfa’s trademark DNA switch, offering a choice among Dynamic, Natural, and All-weather settings, which affect engine responsiveness, steering assist levels, and electronic-chassis stability system settings, as well as transmission shifting. The second choice is between Automatic or driver-initiated Sequential shifting.

In the fuel economy-enhancing, early-upshifting Natural mode and Automatic, you sometimes wait a beat and a half too long for a desired downshift after pushing the accelerator pedal closer to the floor carpet. Switch to the sporty Dynamic mode, and the Giulietta instantly turns frisky. Throttle response is much more eager; the transmission makes snappier shifts; and the steering feels meatier as assistance is reduced, but the TCT is a little reluctant to upshift when pressure on the throttle is eased. And the transmission will also automatically upshift if the engine is run to redline in Sequential mode, something skilled drivers will likely find irksome on a winding road. Sequential shifting is via steering wheel paddles or a shift lever that needs to be bumped to the left to engage the mode, according to driver preference. Alfa deserves kudos for making the lever work the way racers know is right: forward for a downshift and back for an upshift.

The Giulietta 1.4 Turbo TwinAir TCT’s European mileage numbers are 35 mpg in urban driving and 55 mpg in extra-urban conditions, and a combined cycle 45 mpg in the European cycle. While the European consumption test cycle inevitably yields better numbers than the U.S. EPA test, these results are still impressive. Alfa Romeo officials are proud to point out that the TCT-equipped Giulietta is officially more efficient that a similar-size Volkswagen Golf with 1.4 TSI engine and DSG dual-clutch transmission.

Along with the Giulietta’s innovative, Fiat Powertrain-developed 1.4-liter MultiAir four, which is equipped as standard with fuel-saving automatic Stop&Start system, the designed-for-efficiency dual-clutch transmission also plays a role. Using dry clutches saves the hydraulic drag of the pump required by wet-clutch designs, and shaves the weight of the lubricant and its pump from the transmission’s total. At a little under 180 pounds, the TCT isn’t a heavyweight. Alfa claims it is also some 6 percent more efficient than a comparable wet double-clutch design.

Fiat Powertrain sees big potential in its new double-clutch, which is able to deliver a fair imitation of a conventional auto’s refinement, but more sporty and efficient. “The future is dual-clutch transmissions,” according to engineer Vafidis, who confirms that the new six-speed has been future-proofed for both all-wheel-drive and hybrid applications. More immediately, it will be seen in the 4C, Alfa’s two-seat, carbon-bodied downsized supercar. Due in 2013 like the dual-clutch-equipped Dart, the 4C will spearhead Alfa’s return to the U.S.

But Fiat’s new transmission is also destined for more commonplace cars. While the six-speed will initially be produced only in a Fiat Powertrain plant at Verrone in northern Italy (with a capacity of 50,000 to 150,000 as demand dictates), Vafidis says production of a virtual duplicate of the dry dual-clutch transmission is also planned for China. And that means massive production numbers…

Share this article in:

Share this article in:

We’ve Temporarily Removed Comments

As part of our ongoing efforts to make MotorTrend.com better, faster, and easier for you to use, we’ve temporarily removed comments as well as the ability to comment. We’re testing and reviewing options to possibly bring comments back. As always, thanks for reading MotorTrend.com.